Shock absorber, suspension system and vehicle

Abstract

A shock absorber (210), a suspension system (500) and a vehicle (600). The shock absorber (210) comprises a housing (10) and a piston assembly (30). A tube (11) and a cylinder (13) jointly form a flow chamber (101). A piston (31) is configured to partition the interior of the cylinder (13) into a rebound chamber (103) and a compression chamber (105). A constant communication hole (131) is configured to communicate the rebound chamber (103) with the flow chamber (101); or the constant communication hole (131) is configured to communicate the compression chamber (105) with the flow chamber (101).

Description

Shock absorbers, suspension systems and vehicles

[0001] Priority information

[0002] This application claims priority and benefits to patent applications filed on December 16, 2024, with China National Intellectual Property Administration, with patent application numbers 202411861435.5 and 202423298466.2, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This application relates to the field of vehicle technology, and more specifically, to a shock absorber, suspension system, and vehicle. Background Technology

[0004] In related technologies, vehicles can improve ride comfort by using shock absorbers, such as multi-cylinder hydraulic shock absorbers. Generally, a shock absorber includes a housing and a piston. The housing includes a cylinder and a portion thereof located within the cylinder. The cylinder and piston together form a flow chamber. The piston is movably disposed within the cylinder and can divide the inner cavity into a compression chamber and a recovery chamber. The cylinder has a normally open orifice to ensure fluid flow between the chambers (including the flow chamber, compression chamber, and recovery chamber). However, when fluid flows through the normally open orifice, the throttling effect of the orifice creates throttling noise, affecting the user experience. Summary of the Invention

[0005] This application provides a shock absorber, a suspension system, and a vehicle to solve at least one of the aforementioned technical problems.

[0006] The vibration damper according to this application includes a housing and a piston assembly. The housing includes a cylindrical body and a cylinder at least partially disposed within the cylindrical body, the cylindrical body and the cylinder forming a flow cavity. The cylinder has a normally open hole. The piston assembly includes a piston and a piston rod connected to the piston. The piston is movably disposed within the cylinder and serves to divide the cylinder into a recovery cavity and a compression cavity. A portion of the piston rod is accommodated in the recovery cavity. The normally open hole connects the recovery cavity and the flow cavity, and the diameter D3 of the normally open hole satisfies:

[0007] or,

[0008] The normally open hole is used to connect the compression chamber and the flow chamber, and the diameter D3 of the normally open hole satisfies:

[0009] Wherein, D1 is the diameter of the piston rod; D2 is the diameter of the piston; D3 is the diameter of the normally open hole; and n is the number of normally open holes.

[0010] In some embodiments, the diameter D3 of the normally open hole satisfies:

[0011] In some embodiments, the normally open orifice is used to connect the restoration cavity and the flow cavity; the average velocity u1 of the fluid flowing through the normally open orifice satisfies at least one of the following conditions: u1≤15m / s;

[0012] Where u2 is the moving speed of the piston rod.

[0013] In some embodiments, the normally open orifice is used to connect the compression chamber and the flow chamber; the average velocity u1 of the fluid flowing through the normally open orifice satisfies at least one of the following conditions: u1≤15m / s;

[0014] Where u2 is the moving speed of the piston rod.

[0015] In some embodiments, the turbulent kinetic energy of the fluid flowing through the normally open orifice is less than or equal to 20 J / kg.

[0016] In some embodiments, the normally open holes include at least two, and the at least two normally open holes are spaced apart on the cylinder block.

[0017] In some implementations, the number n of the normally open holes satisfies: n≤8.

[0018] In some embodiments, the diameter D3 of the normally open hole (131) satisfies: 4mm < D3 ≤ 8mm.

[0019] The suspension system of this application includes the shock absorber described in the above embodiments.

[0020] The vehicle described in this application includes the suspension system described in the above embodiments.

[0021] In the shock absorber, suspension system, and vehicle of this application embodiment, the normally open hole is used to connect the recovery cavity and the flow cavity, and the diameter D3 of the normally open hole satisfies... Alternatively, a normally open hole is used to connect the compression chamber and the flow chamber, and the diameter D3 of the normally open hole satisfies... This reduces the flow velocity of fluid through the orifice, thereby reducing or even eliminating the throttling noise caused by the throttling effect when fluid flows through the orifice, and improving the user experience.

[0022] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0023] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, wherein:

[0024] Figure 1 is a structural schematic diagram of a vehicle according to some embodiments of this application;

[0025] Figure 2 is a schematic diagram of the planar structure of the shock absorber in the vehicle shown in Figure 1;

[0026] Figure 3 is a schematic cross-sectional view of the vibration damper shown in Figure 2;

[0027] Figure 4 is a schematic diagram of the sound source of the fluid flow through the through hole in some embodiments of this application;

[0028] Figure 5 shows the turbulent kinetic energy distribution and the corresponding acceleration test spectrum of the same aperture at different temperatures in some embodiments of this application.

[0029] Figure 6 shows the turbulent kinetic energy distribution diagram and the corresponding acceleration test spectrum diagram of different apertures at the same temperature in some embodiments of this application.

[0030] Figure 7 is a structural schematic diagram of a vehicle according to some other embodiments of this application;

[0031] Figure 8 is a three-dimensional structural diagram of the one-way valve of the shock absorber in the vehicle shown in Figure 7;

[0032] Figure 9 is a cross-sectional view of the check valve shown in Figure 8.

[0033] Figure 10 is an enlarged schematic diagram of point IV in Figure 9;

[0034] Figure 11 is a schematic diagram of the planar structure of the check valve shown in Figure 8;

[0035] Figure 12 is a schematic diagram of the damping force curve of a vibration damper under triangular wave displacement excitation in some embodiments of this application;

[0036] Figure 13 is a schematic diagram of the damping force fluctuation at point VII in Figure 12 under different sealing surface areas. Detailed Implementation

[0037] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0038] In the description of this application, it should be understood that the terms "center", "length", "upper", "lower", "front", "rear", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0039] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0040] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0041] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0042] Please refer to Figure 1. The vehicle 600 in this embodiment includes a suspension system 500. The vehicle 600 includes, but is not limited to, passenger vehicles such as pure electric vehicles and hybrid vehicles, or large engineering vehicles operating under relatively mild conditions.

[0043] Furthermore, in some embodiments, the vehicle 600 also includes a body 400 and wheels 300. The wheels 300 are disposed on the body 400 and are movable relative to the body 400 to achieve movement of the vehicle 600 (e.g., forward, reverse, or steering). One end of the suspension system 500 is connected to the body 400, and the other end is connected to the wheels 300. The suspension system 500 is capable of adjusting the relative distance between the body 400 and the wheels 300 to improve the ride comfort of the vehicle 600.

[0044] Since the vehicle 600 in this embodiment includes a suspension system 500, it is understood that the vehicle 600 has at least the same beneficial effects as the suspension system 500. Therefore, for the beneficial effects of the vehicle 600, please refer to the beneficial effects of the suspension system 500 described below.

[0045] Please continue to refer to Figure 1. The suspension system 500 of this application embodiment includes a shock absorber 210.

[0046] The shock absorber 210 is a device in the suspension system 500 that absorbs vibration energy and accelerates vibration attenuation. In some embodiments of this application, the suspension system 500 further includes a suspension 230, which connects the vehicle body 400 and the wheels 300, and the shock absorber 210 is connected to the suspension 230. When the wheel 300 is subjected to an impact force, the impact force can be transmitted through the suspension 230. In this case, the shock absorber 210 can generate a damping force, which can offset or weaken the impact force, thereby reducing the impact force transmitted to the vehicle body 400 and improving the driving stability and ride comfort of the vehicle 600.

[0047] Specifically, in some embodiments, the shock absorber 210 may include a solenoid valve. The solenoid valve can control the flow rate of fluid according to road conditions or mechanical motion, thereby adjusting the damping force of the shock absorber 210. For example, the vehicle 600 may also include a detection device capable of detecting information such as road conditions, the speed of the vehicle 600, and the acceleration of the vehicle 600, and adjusting the magnitude of the electromagnetic force according to this information to control the flow rate of fluid, thereby achieving adjustable damping force and effectively meeting the driving comfort requirements of the vehicle 600.

[0048] Since the suspension system 500 in this embodiment includes a shock absorber 210, it is understood that the suspension system 500 includes at least the same beneficial effects as the shock absorber 210. Therefore, for the beneficial effects of the suspension system 500, please refer to the beneficial effects of the shock absorber 210 described below.

[0049] Please refer to Figures 2 and 3. The vibration damper 210 of this embodiment includes a housing 10 and a piston assembly 30. The housing 10 includes a cylindrical body 11 and a cylinder 13 at least partially disposed inside the cylindrical body 11. The cylindrical body 11 and the cylinder 13 together form a flow cavity 101. The cylinder 13 is provided with a normally open hole 131. The piston assembly 30 includes a piston 31 and a piston rod 33 connected to the piston 31. The piston 31 is movably disposed inside the cylinder 13 and is used to divide the cylinder 13 into a recovery cavity 103 and a compression cavity 105. A portion of the piston rod 33 is accommodated in the recovery cavity 103. The normally open hole 131 is used to connect the recovery cavity 103 and the flow cavity 101. The diameter D3 of the normally open hole 131 satisfies:

[0050] or,

[0051] The normally open hole 131 is used to connect the compression chamber 105 and the flow chamber 101. The diameter D3 of the normally open hole 131 satisfies:

[0052] Where D1 is the diameter of piston rod 33; D2 is the diameter of piston 31; D3 is the diameter of normally open hole 131; and n is the number of normally open holes 131.

[0053] Specifically, in one embodiment, the normally open hole 131 is used to connect the restoration cavity 103 and the flow cavity 101. When the vehicle 600 is in motion, if the wheel 300 is impacted by the road surface, the wheel 300 bounces upward. At this time, the suspension 230 can move upward along with the wheel 300. In this situation, the piston rod 33 moves downward and drives the piston 31 to move downward. The fluid in the compression chamber 105 can flow to the recovery chamber 103 through the solenoid valve and the normally open hole 131, thereby generating a damping force to buffer the vibration of the suspension 230 and improve the driving performance of the vehicle 600. When the wheel 300 bounces downward, the suspension 230 can move downward along with the wheel 300. In this situation, the piston rod 33 moves upward and drives the piston 31 to move upward. The fluid in the recovery chamber 103 can flow into the flow chamber 101 through the normally open hole 131, and the fluid in the flow chamber 101 can flow into the compression chamber 105 through the orifice valve system, thereby generating a damping force to buffer the vibration of the suspension 230 and improve the driving performance of the vehicle 600.

[0054] In another embodiment, the normally open hole 131 is used to connect the compression chamber 105 and the flow chamber 101. When the vehicle 600 is in motion, if the wheel 300 is impacted by the road surface, the wheel 300 bounces upward. At this time, the suspension 230 can move upward along with the wheel 300. In this situation, the piston rod 33 moves downward and drives the piston 31 to move downward. The fluid in the compression chamber 105 can flow into the flow chamber 101 through the normally open hole 131, and the fluid in the flow chamber 101 can flow into the recovery chamber 103 through the orifice valve system, thereby generating a damping force to buffer the vibration of the suspension 230 and improve the driving performance of the vehicle 600. When the wheel 300 bounces downward, the suspension 230 can move downward along with the wheel 300. In this situation, the piston rod 33 moves upward and drives the piston 31 to move upward. The fluid in the recovery chamber 103 can flow to the compression chamber 105 through the solenoid valve and the normally open hole 131, thereby generating a damping force to buffer the vibration of the suspension 230 and improve the driving performance of the vehicle 600.

[0055] The cylinder 11 is a structure in the shock absorber 210 used to load and protect devices such as the cylinder 13. The material of the cylinder 11 includes, but is not limited to, aluminum alloy, alloy steel, and cast iron. The outer contour shape of the cross-section of the cylinder 11 includes, but is not limited to, circular and square shapes. In some embodiments of this application, the cylinder 11 is arranged around the cylinder 13 and is at least partially opposite to the cylinder 13, so that the cylinder 11 and the cylinder 13 can together form a closed flow cavity 101.

[0056] The cylinder body 13 is a structure in the shock absorber 210 used to load and protect devices such as the piston assembly 30. The cylinder body 13 is made of materials including, but not limited to, aluminum alloy, alloy steel, and cast iron. The cylinder body 13 can be cylindrical or prismatic. For example, the cylinder body 13 is cylindrical, in which case the cross-sectional shape of both the recovery chamber 103 and the compression chamber 105 is circular. In some embodiments of this application, the cylinder body 13 is provided with a normally open hole 131, which connects the recovery chamber 103 and the flow chamber 101; or, the normally open hole 131 connects the compression chamber 105 and the flow chamber 101. The cross-sectional shape of the normally open hole 131 can be, but is not limited to, circular, square, or triangular. For ease of understanding, the following embodiments use a circular cross-sectional shape for the normally open hole 131 as an example.

[0057] In some embodiments, a seal may be provided between the cylinder 11 and the cylinder 13. The seal is used to seal the gap between the cylinder 11 and the cylinder 13, thereby ensuring the sealing of the flow cavity 101 and preventing the fluid in the flow cavity 101 from leaking through the gap between the cylinder 11 and the cylinder 13, thus ensuring the stability and reliability of the vibration damper 210.

[0058] The piston assembly 30 is a structure in the shock absorber 210 used to control the flow of oil and generate throttling pressure. The piston 31 is made of materials including, but not limited to, cast iron, steel, and aluminum alloys; the piston rod 33 is a shaft-like part, and its materials include, but are not limited to, cast iron, steel, and aluminum alloys. In some embodiments of this application, the piston 31 is in a sealing sliding fit with the inner wall of the cylinder 13 to divide the inner cavity of the cylinder 13 into a recovery chamber 103 and a compression chamber 105; one end of the piston rod 33 is connected to the piston 31, and the other end passes through the cylinder 13 and is connected to the suspension 230 outside the cylinder 13. When the piston rod 33 drives the piston 31 to move up and down, fluid can flow between the compression chamber 105 and the recovery chamber 103, generating a damping force.

[0059] In some embodiments, the piston rod 33 and the piston 31 may be joined together in a detachable manner. Such detachable connections include, but are not limited to, snap-fit ​​or bolted connections. In other embodiments, the piston rod 33 and the piston 31 may be joined together in a non-detachable manner. Such non-detachable connections include, but are not limited to, bonding or welding.

[0060] Referring to Figure 3, in some embodiments, the damper 210 may further include a guide 50, which is connected to the housing 10. The piston rod 33 is movably fitted into the guide 50. Therefore, on the one hand, the guide 50 can guide the piston rod 33 to move in the correct direction, preventing deviation or jamming during the movement of the piston rod 33 or piston 31, that is, ensuring that the piston rod 33 does not deviate from the predetermined trajectory during movement, thereby ensuring the stability and reliability of the damper 210. On the other hand, the guide 50 can prevent fluid leakage through the gap between the cylinder 11 and the cylinder body 13. In other words, the guide 50, together with the cylinder 11 and the cylinder body 13, can form a sealed flow cavity 101, ensuring the working performance of the damper 210. Furthermore, the guide 50 can reduce the frictional resistance experienced by the piston rod 33 during movement, thereby reducing energy loss and improving the working efficiency of the damper 210.

[0061] It is understandable that, referring to Figure 4, when the fluid flows through the through-hole 131, the fluid will generate throttling noise due to the throttling effect of the through-hole 131. This noise mainly consists of jet shear noise, jet impact noise, and jet shedding noise. Specifically, the jet shear noise source is the noise generated by the change in flow velocity and the shear force when the fluid flows through the through-hole 131; the jet impact noise source is the noise generated when the fluid impacts the inner wall of the cylinder 11; and the jet shedding noise source is the noise generated by the shedding vortices and shear layers formed when the fluid flows along the inner wall of the cylinder 11. Among these, the greater the average velocity of the fluid flowing through the through-hole 131, the greater the throttling noise generated by the throttling effect of the through-hole 131. In other words, the throttling noise increases with the increase of the average velocity of the fluid flowing through the through-hole 131.

[0062] In some embodiments of this application, the normally open hole 131 is used to connect the restoration cavity 103 and the flow cavity 101, and the average velocity u1 of the fluid flowing through the normally open hole 131 satisfies:

[0063] Where u2 is the moving speed of piston rod 33.

[0064] From the above formula, it can be seen that when D1, D2, and u2 are constant, the larger the diameter D3 of the normally open hole 131, the smaller the average velocity u1 of the fluid flowing through the normally open hole 131. Therefore, when the normally open hole 131 is used to connect the restoration cavity 103 and the flow cavity 101, and D3 satisfies... When the fluid flows through the through-hole 131, the velocity is relatively low, which can reduce or even eliminate the throttling noise caused by the throttling effect when the fluid flows through the through-hole 131, thus improving the user experience.

[0065] In some embodiments of this application, the normally open hole 131 is used to connect the compression chamber 105 and the flow chamber 101, and the average velocity u1 of the fluid flowing through the normally open hole 131 satisfies:

[0066] Where u2 is the moving speed of piston rod 33.

[0067] Similarly, as shown in the above formula, when D2 and u2 are constant, the larger the diameter D3 of the normally open hole 131, the smaller the average velocity u1 of the fluid flowing through the normally open hole 131. Therefore, when the normally open hole 131 is used to connect the compression chamber 105 and the flow chamber 101, and D3 satisfies... When the fluid flows through the through-hole 131, the velocity is relatively low, which can reduce or even eliminate the throttling noise caused by the throttling effect when the fluid flows through the through-hole 131, thus improving the user experience.

[0068] In the vibration damper 210 of this embodiment, the normally open hole 131 is used to connect the recovery cavity 103 and the flow cavity 101, and the diameter D3 of the normally open hole 131 satisfies Alternatively, the normally open hole 131 is used to connect the compression chamber 105 and the flow chamber 101, and the diameter D3 of the normally open hole 131 satisfies This reduces the flow velocity of the fluid through the through-hole 131, thereby reducing or even eliminating the throttling noise caused by the throttling effect when the fluid flows through the through-hole 131, and improving the user experience.

[0069] In some embodiments, the diameter D3 of the normally passable hole 131 satisfies:

[0070] Specifically, in some embodiments, when the normally open hole 131 is used to connect the restoration cavity 103 and the flow cavity 101, the diameter D3 of the normally open hole 131 is greater than or equal to and less than or equal to When the normally open hole 131 is used to connect the compression chamber 105 and the flow chamber 101, the diameter D3 of the normally open hole 131 is greater than or equal to and less than or equal to This ensures the tensile and torsional strength of the cylinder body 13, prevents the diameter D3 of the normally open hole 131 from being too large, which would result in insufficient tensile and torsional strength, thereby ensuring the load-bearing capacity and torsional resistance of the cylinder body 13, reducing the possibility of damage to the cylinder body 13 during the operation of the shock absorber 210, and thus extending the service life of the cylinder body 13 and improving the stability and reliability of the shock absorber 210.

[0071] Referring to Figure 3, in some embodiments, the fluid viscosity μ is inversely proportional to the Reynolds number, and the Reynolds number is directly proportional to the turbulent kinetic energy; the Reynolds number R... e satisfy:

[0072] The transport equation for turbulent kinetic energy is:

[0073] Where ρ is the density of the fluid; u is the flow velocity of the fluid; and L is the characteristic length, i.e., the diameter D3 of the normally open hole 131. This is the term for the generation of turbulent kinetic energy; This is the diffusion term of turbulent kinetic energy; is the dissipation term of turbulent kinetic energy; v is the viscosity of the fluid.

[0074] As shown in the above formula, when the fluid viscosity decreases, the Reynolds number increases. In this case, the fluid can evolve from stable laminar flow to unstable turbulent flow, and the turbulent kinetic energy increases. Conversely, when the fluid viscosity increases, the Reynolds number decreases. In this case, the fluid can transition from unstable turbulent flow to stable laminar flow, and the turbulent kinetic energy decreases. For example, at a Reynolds number R... e At a Reynolds number less than 2300, the fluid can be in a laminar flow state; at a Reynolds number R e When the value is greater than or equal to 2300, the fluid can be in a turbulent state.

[0075] It should be noted that the viscosity of the fluid is inversely proportional to the operating temperature of the damper 210. For example, when the operating temperature of the damper 210 increases from 20°C to 70°C, the fluid velocity remains constant, but the fluid viscosity decreases by 3-5 times. Therefore, the Reynolds number increases by 3-5 times, which reduces the turbulent kinetic energy dissipation term and increases the turbulent kinetic energy.

[0076] Furthermore, referring to Figure 5, which shows the turbulent kinetic energy distribution and corresponding acceleration test spectrum for the same orifice diameter at different temperatures, specifically, Figure 5 shows the turbulent kinetic energy distribution and corresponding acceleration test spectrum for the piston rod 33 when the diameter D3 of the normally open orifice 131 is the same and the fluid temperature is different. Specifically, Figure 5(a) shows the turbulent kinetic energy distribution and corresponding acceleration test spectrum when the fluid temperature is 20℃, at which time the maximum value of turbulent kinetic energy is 4.7 J / kg; Figure 5(b) shows the turbulent kinetic energy distribution and corresponding acceleration test spectrum when the fluid temperature is 50℃, at which time the maximum value of turbulent kinetic energy is 20.3 J / kg (approximately 20 J / kg); Figure 5(c) shows the turbulent kinetic energy distribution and corresponding acceleration test spectrum when the fluid temperature is 70℃, at which time the maximum value of turbulent kinetic energy is 25.2 J / kg.

[0077] As shown in Figure 5, taking the diameter of piston rod 33 (D1 = 15 mm), the diameter of piston 31 (D2 = 32 mm), the diameter of normally open hole 131 (D3 = 4 mm), the number of normally open holes 131 (n = 4), and the moving speed of piston rod 33 (u2 = 1.5 m / s) as an example, when the fluid temperature is 20℃ (as shown in Figure 5a), the acceleration time-domain spectrum of piston rod 33 does not show clustered high-frequency jitter. At this time, the throttling noise formed when the fluid flows through the throttling hole 131 is relatively small, even... No throttling noise is generated. When the fluid temperature is 50℃ (as shown in Figure 5b), the time-domain spectrum of the piston rod 33 exhibits clustered high-frequency jitter. At this time, the throttling noise generated when the fluid flows through the throttling orifice 131 is relatively large, but just audible to the human ear. When the fluid temperature is 70℃ (as shown in Figure 5c), the time-domain spectrum of the piston rod 33 exhibits continuous clustered high-frequency jitter. At this time, the throttling noise generated when the fluid flows through the throttling orifice 131 increases. That is, under the same orifice diameter, the higher the fluid temperature, the greater the turbulent kinetic energy, and the greater the throttling noise.

[0078] Referring to Figure 6, which shows the turbulent kinetic energy distribution and corresponding acceleration test spectrum for different orifice diameters at the same temperature, Figure 6 shows the turbulent kinetic energy distribution and corresponding acceleration test spectrum for piston rod 33 when the diameter D3 of the normally open orifice 131 is different and the fluid temperature is the same. Specifically, Figure 6(a) shows the turbulent kinetic energy distribution and corresponding acceleration test spectrum when the diameter D3 of the normally open orifice 131 is 4.0 mm, at which time the maximum value of turbulent kinetic energy is 25.2 J / kg; Figure 6(b) shows the turbulent kinetic energy distribution and corresponding acceleration test spectrum when the diameter D3 of the normally open orifice 131 is 4.5 mm, at which time the maximum value of turbulent kinetic energy is 18.6 J / kg; Figure 6(c) shows the turbulent kinetic energy distribution and corresponding acceleration test spectrum when the diameter D3 of the normally open orifice 131 is 6.0 mm, at which time the maximum value of turbulent kinetic energy is 3.2 J / kg.

[0079] As shown in Figure 6, taking the fluid temperature as 70℃, the diameter of piston rod 33 as D1 = 15mm, the diameter of piston 31 as D2 = 32mm, the number of normally open holes 131 as n = 4, and the moving speed of piston rod 33 as u2 = 1.5m / s as an example, when the diameter of normally open hole 131 as D3 is 4.0mm (as shown in Figure 6a), the acceleration time domain spectrum of piston rod 33 has continuous clustered high-frequency jitter. At this time, the throttling noise formed when the fluid flows through the throttling hole 131 is relatively large. When the diameter of normally open hole 131 as D3 is 4.5mm (as shown in Figure 6b), u1 is 14.8m / s (approximately 15m / s), and the clustered high-frequency jitter in the acceleration time domain spectrum of piston rod 33 disappears. At this time, the throttling noise disappears. When the diameter of normally open hole 131 as D3 is 6.0mm (as shown in Figure 6c), the turbulent kinetic energy is even smaller. That is, at the same temperature (with the fluid viscosity remaining constant), the larger the diameter D3 of the normally open hole 131, the smaller the turbulent kinetic energy, and the better the effect of reducing throttling noise.

[0080] In summary, in some embodiments of this application, the turbulent kinetic energy of the flow through the through hole 131 needs to be less than or equal to 20 J / kg, thereby ensuring that the throttling noise generated when the fluid flows through the throttling hole 131 is small, or even non-existent, thus improving the user experience.

[0081] Furthermore, to ensure that the vibration damper 210 does not emit throttling noise under high temperature and high speed conditions, it is necessary to constrain the jet velocity by restricting the total flow area of ​​the normally open hole 131. That is, it is necessary to constrain the diameter of the normally open hole 131 to constrain the average velocity of the fluid flowing through the normally open hole 131. In other words, when u2 = 1.5 m / s, the average velocity u1 of the fluid flowing through the normally open hole 131 satisfies: u1 ≤ 15 m / s.

[0082] Specifically, in some embodiments of this application, when the normally open hole 131 is used to connect the restoration cavity 103 and the flow cavity 101, the average velocity u1 of the fluid flowing through the normally open hole 131 satisfies: u1 ≤ 15 m / s. Wherein, combined with the formula... It can be concluded that: That is, the diameter D3 of the normally passable hole 131 satisfies In this case, the flow velocity of the fluid through the through hole 131 is relatively low, which can reduce or even eliminate the throttling noise caused by the throttling effect when the fluid flows through the through hole 131, thereby improving the user experience.

[0083] Similarly, in some embodiments of this application, when the normally open hole 131 is used to connect the compression chamber 105 and the flow chamber 101, the average velocity u1 of the fluid flowing through the normally open hole 131 satisfies: u1 ≤ 15 m / s. Wherein, combined with formula... It can be concluded that: That is, the diameter D3 of the normally passable hole 131 satisfies In this case, the flow velocity of the fluid through the through hole 131 is relatively low, which can reduce or even eliminate the throttling noise caused by the throttling effect when the fluid flows through the through hole 131, thereby improving the user experience.

[0084] Referring to Figure 3, in some embodiments, the normally open holes 131 include at least two, and the at least two normally open holes 131 are spaced apart on the cylinder body 13. For example, when there are multiple normally open holes 131, the multiple normally open holes 131 can be spaced apart on the cylinder body 13 along the circumference of the piston rod 33, and the distance between two adjacent normally open holes 131 can be the same or different.

[0085] In some embodiments of the application, at least two normally open holes 131 are evenly distributed on the cylinder body 13, thereby ensuring the uniformity and stability of fluid flow. For example, when the number of normally open holes 131 includes two, the two normally open holes 131 may be evenly spaced along the circumference of the piston rod 33 on the cylinder body 13.

[0086] In some embodiments, the number n of normally open holes 131 satisfies: n≤8. That is, the number n of normally open holes 131 satisfies: 2≤n≤8. It should be noted that in some embodiments, the number n of normally open holes 131 can be any value among 2, 3, 4, 5, 6, 7, and 8.

[0087] It is understandable that the number n of the normally open holes 131 satisfies: 2≤n≤8. This ensures the uniformity and stability of fluid flow on the one hand, and avoids the reduction of the structural strength of the cylinder body 13 due to an excessive number of normally open holes 131 on the other hand. This reduces the possibility of deformation and damage to the cylinder body 13 during operation of the damper 210, thereby extending the service life of the cylinder body 13 and improving the stability and reliability of the damper 210.

[0088] In some embodiments, the diameter D3 of the normally open hole 131 satisfies: 4mm < D3 ≤ 8mm. That is, when the number of normally open holes 131 includes two, or when the number of normally open holes 131 n satisfies: 2 ≤ n ≤ 8, the diameter D3 of the normally open hole 131 always satisfies: 4mm < D3 ≤ 8mm. It should be noted that in some embodiments, the diameter D3 of the normally open hole 131 can be any value of 4mm, 5mm, 6mm, 7mm, and 8mm, or any value between any two values. It can be understood that in this embodiment, the number of normally open holes 131 n can be 4.

[0089] The diameter D3 of the normally open hole 131 satisfies the condition: 4mm < D3 ≤ 8mm. This prevents the diameter D3 of the normally open hole 131 from being too small, thereby reducing the flow velocity of the fluid through the normally open hole 131 and reducing or even eliminating the throttling noise caused by the throttling effect when the fluid flows through the normally open hole 131. On the other hand, it prevents the diameter D3 of the normally open hole 131 from being too large, which would reduce the structural strength of the cylinder body 13 and reduce the possibility of deformation and damage to the cylinder body 13 during the operation of the vibration damper 210. This extends the service life of the cylinder body 13 and improves the stability and reliability of the vibration damper 210.

[0090] In related technologies, shock absorbers are typically installed in the wheel area of ​​vehicles to improve ride comfort. Generally, shock absorbers, such as telescopic hydraulic shock absorbers, include a one-way valve that ensures fluid flow or compensation. The one-way valve uses a valve body and a valve plate for fluid sealing. However, due to the significant fluid adhesion between the valve body and the valve plate, the one-way valve's opening response is poor, and fluid compensation is not timely. This leads to abnormal fluctuations in the piston rod acceleration of the shock absorber, generating vibration noise. To address this problem, please refer to Figures 7 to 13. This application provides a one-way valve 100, a shock absorber 210, a suspension system 500, and a vehicle 600.

[0091] Please refer to Figure 7. The vehicle 600 in this embodiment includes a suspension system 500. The vehicle 600 includes, but is not limited to, passenger vehicles such as pure electric vehicles and hybrid vehicles, or large engineering vehicles with relatively mild working conditions.

[0092] In some embodiments, the vehicle 600 further includes a body 400 and wheels 300. The wheels 300 are disposed on the body 400 and are movable relative to the body 400 to achieve movement of the vehicle 600 (e.g., forward, reverse, or steering). One end of the suspension system 500 is connected to the body 400, and the other end is connected to the wheels 300. The suspension system 500 is capable of adjusting the relative distance between the body 400 and the wheels 300 to improve the ride comfort of the vehicle 600.

[0093] Since the vehicle 600 in this embodiment includes a suspension system 500, it is understood that the vehicle 600 has at least the same beneficial effects as the suspension system 500. Therefore, for the beneficial effects of the vehicle 600, please refer to the beneficial effects of the suspension system 500 described below.

[0094] Please continue to refer to Figure 7. The suspension system 500 of this embodiment includes a shock absorber 210.

[0095] The shock absorber 210 is a device in the suspension system 500 that absorbs vibration energy and accelerates vibration attenuation. In some embodiments of this application, the suspension system 500 further includes a suspension 230, which connects the vehicle body 400 and the wheels 300, and the shock absorber 210 is connected to the suspension 230. When the wheel 300 is subjected to an impact force, the impact force can be transmitted through the suspension 230. In this case, the shock absorber 210 can generate a damping force, which can offset or weaken the impact force, thereby reducing the impact force transmitted to the vehicle body 400 and improving the driving stability and ride comfort of the vehicle 600.

[0096] Specifically, in some embodiments, the shock absorber 210 includes a cylinder and a piston disposed within the cylinder. The cylinder contains a fluid (such as oil), and the piston can divide the internal cavity of the cylinder into a compression chamber and a recovery chamber. The piston is connected to the suspension 230 via a piston rod. When the piston rod drives the piston to move up and down, the fluid can flow between the compression chamber and the recovery chamber, generating a damping force, thereby achieving the vibration reduction function.

[0097] Since the suspension system 500 in this embodiment includes a shock absorber 210, it is understood that the suspension system 500 includes at least the same beneficial effects as the shock absorber 210. Therefore, for the beneficial effects of the suspension system 500, please refer to the beneficial effects of the shock absorber 210 described below.

[0098] Referring to Figures 7 and 8, the vibration damper 210 of this embodiment includes a one-way valve 100. Specifically, in some embodiments, the vibration damper 210 further includes a solenoid valve connected to the one-way valve 100. Fluid can flow between the compression chamber and the recovery chamber through the solenoid valve and the one-way valve 100.

[0099] For example, when the vehicle 600 is in motion, if the wheel 300 is impacted by the road surface, the wheel 300 bounces upward. At this time, the suspension 230 can move upward along with the wheel 300. In this case, the piston rod of the shock absorber 210 moves downward and drives the piston downward. The fluid in the compression chamber can flow to the recovery chamber through the orifice valve system (including solenoid valves and one-way valves 100, etc.), thereby generating a damping force to buffer the vibration of the suspension 230 and improve the driving performance of the vehicle 600. When the wheel 300 bounces downward, the suspension 230 can move downward along with the wheel 300. In this case, the piston rod of the shock absorber 210 moves upward and drives the piston upward. The fluid in the recovery chamber can flow to the compression chamber through the orifice valve system (including solenoid valves and one-way valves 100, etc.), thereby generating a damping force to buffer the vibration of the suspension 230 and improve the driving performance of the vehicle 600.

[0100] In some embodiments, the vehicle 600 may also include a detection device that can detect information such as road surface conditions, vehicle speed, and vehicle acceleration, and adjust the magnitude of the electromagnetic force according to the information to control the flow rate of the fluid, thereby achieving adjustable damping force and effectively meeting the driving comfort requirements of the vehicle 600.

[0101] Since the damper 210 in this embodiment includes a one-way valve 100, it is understood that the damper 210 has at least the same beneficial effects as the one-way valve 100. Therefore, for the beneficial effects of the damper 210, please refer to the beneficial effects of the one-way valve 100 described below.

[0102] Referring to Figures 8 and 9, the one-way valve 100 of this embodiment includes a valve body 10 and a valve plate 30. The valve body 10 also has a protrusion 11, which extends protruding from the bottom wall 1011 of the flow cavity 101 into the flow cavity 101. The valve body 10 has a flow cavity 101 and a through hole 103. The valve plate 30 is movably disposed in the flow cavity 101. Along the direction from the bottom wall 1011 to the valve plate 30, the cross-section of the protrusion 11 gradually decreases. The valve plate 30 is used to cooperate with the protrusion 11 to selectively open or close the communication between the through hole 103 and the flow cavity 101. It should be noted that in some embodiments, the direction from the bottom wall 1011 to the valve plate 30 is parallel to the axial direction X of the valve body 10.

[0103] The valve body 10 is a structure in the one-way valve 100 used to load and protect devices such as the valve disc 30. The valve body 10 is made of materials including, but not limited to, cast iron, cast steel, or stainless steel. For example, the valve body 10 is made of cast iron, which has good mechanical properties and corrosion resistance, making the valve body 10 suitable for various fluids and working environments. In some embodiments of this application, the cross-section of the protrusion 11 gradually decreases along the direction from the bottom wall 1011 to the valve disc 30, and the protrusion 11 is generally conical. Thus, compared to the cross-section of the protrusion 11 remaining constant in the direction from the bottom wall 1011 to the valve disc 30, the sealing surface formed by the valve disc 30 and the protrusion 11 is smaller. That is, the seal between the valve disc 30 and the protrusion 11 can be changed from a surface seal to a linear seal; or, from a surface seal to an approximately linear seal, thereby reducing the oil adhesion force between the valve body 10 and the valve disc 30 while ensuring the sealing effect of the valve disc 30.

[0104] Referring to Figure 11, in some embodiments, the through hole 103 includes one or more. Wherein, when there are multiple through holes 103, the multiple through holes 103 are uniformly spaced apart on the valve body 10; or, the multiple through holes 103 are non-uniformly spaced apart on the valve body 10.

[0105] Specifically, in one embodiment, the through hole 103 includes one through hole, and the cross-sectional shape of the through hole 103 is approximately annular. The valve body 10 has two protrusions 11, spaced apart along the radial direction Y of the valve body 10, with the through hole 103 located between the two protrusions 11. The cross-sectional shape of the protrusions 11 is approximately annular. In another embodiment, the through hole 103 includes multiple through holes, and the cross-sectional shapes of the multiple through holes 103 include, but are not limited to, circular, square, and racetrack shapes. The valve body 10 has two protrusions 11, spaced apart along the radial direction Y of the valve body 10, with multiple through holes 103 located between the two protrusions 11. The cross-sectional shape of the protrusions 11 is approximately annular. In yet another embodiment, the through hole 103 includes multiple through holes, and the cross-sectional shapes of the multiple through holes 103 include, but are not limited to, circular, square, and racetrack shapes. The valve body 10 is provided with a plurality of protrusions, which extend from the bottom wall 1011 of the flow cavity 101 into the flow cavity 101 and are respectively arranged around a plurality of through holes 103. Among them, the opposite sides of the protrusions in the radial Y direction are constructed as two protrusions 11 in the above embodiment, and the cross-sectional shape of the protrusions is approximately the same as the cross-sectional shape of the through holes 103.

[0106] For ease of understanding, the following embodiment will be described using the example of a through hole 103 comprising multiple through holes, a valve body 10 having two protrusions 11, the two protrusions 11 being spaced apart along the radial direction Y of the valve body 10, and the through hole 103 being located between the two protrusions 11.

[0107] The valve disc 30 is a structure in the one-way valve 100 used to cooperate with the protrusion 11 to control the opening or closing of the through hole 103. The valve disc 30 is made of materials including, but not limited to, metal or ceramic. In some embodiments of this application, the cross-section of the valve disc 30 is approximately the same as the cross-section of the flow cavity 101, thus ensuring the stability of the valve disc 30's movement relative to the valve body 10 within the flow cavity 101. Exemplarily, the valve disc 30 may be an annular structure. Specifically, when the valve plate 30 moves relative to the valve body 10 toward the bottom wall 1011 away from the flow cavity 101, the valve plate 30 can open the through hole 103. In this case, the through hole 103 communicates with the flow cavity 101, and fluid can flow into the flow cavity 101 through the through hole 103. When the valve plate 30 moves relative to the valve body 10 toward the bottom wall 1011 of the flow cavity 101 and contacts the protrusion 11, the valve plate 30 can close the through hole 103. In this case, the through hole 103 is not communicated with the flow cavity 101, and fluid cannot flow into the flow cavity 101 through the through hole 103. It should be noted that in some embodiments, the fluid includes, but is not limited to, oil (such as hydraulic oil) or magnetorheological fluid; the direction of movement of the valve plate 30 relative to the valve body 10 is the same as the axial direction X of the valve body 10.

[0108] In some embodiments, the valve plate 30 is configured to contact a protrusion 11 and form a sealing surface, wherein S ≤ 30 mm 2 S is the area of ​​the sealing surface. It should be noted that, in some embodiments, the sealing surface between the valve plate 30 and the protrusion 11 may be the contact surface between the valve plate 10 and the protrusion 11 used to prevent fluid leakage.

[0109] Where S≤30mm 2 This ensures a linear seal between the valve plate 30 and the protrusion 11; or, approximately a linear seal, thereby reducing the oil adhesion between the valve body 10 and the valve plate 30 while ensuring the sealing effect of the valve plate 30, improving the opening response speed of the one-way valve 100, preventing the piston of the damper 210 from colliding with the oil due to untimely oil compensation, and thus avoiding abnormal fluctuations in the piston rod acceleration of the damper 210, reducing or even eliminating vibration noise, and improving the user experience.

[0110] In some implementations, S≥2mm 2 It should be noted that, in some embodiments, the area S of the sealing surface can be 2 mm. 2 4mm 2 6mm 2 8mm 2 10mm 2 12mm 2 14mm 2 16mm 2 18mm 2 20mm 2 22mm 2 24mm 2 26mm 2 28mm 2 and 30mm 2 Any one of the values ​​or any value between any two values.

[0111] As can be seen from the above, in some embodiments of this application, 2mm 2 ≤S≤30mm 2 This avoids excessive contact stress between the valve plate 30 and the valve body 10 due to an excessively small contact area, thereby reducing the possibility of contact damage to the valve plate 30 or the valve body 10 and extending the service life of the one-way valve 100. On the other hand, it can reduce the oil adhesion force between the valve body 10 and the valve plate 30, thereby improving the opening response speed of the one-way valve 100, preventing the piston of the damper 210 from colliding with the oil due to untimely oil compensation, and thus avoiding abnormal fluctuations in the acceleration of the piston rod of the damper 210, reducing or even eliminating vibration noise, and improving the user experience.

[0112] In some embodiments of this application, the protrusion 11 includes two protrusions 11, which are spaced apart along the radial Y direction (perpendicular to the axial X direction of the valve body 10) of the valve body 10, and a through hole 103 is disposed between the two protrusions 11. The valve plate 30 is configured to contact the two protrusions 11 and form a first sealing surface and a second sealing surface, respectively. It should be noted that in some embodiments, the first sealing surface may be a contact surface between one of the two protrusions 11 and the valve plate 10 for preventing fluid leakage; the second sealing surface may be a contact surface between the other of the two protrusions 11 and the valve plate 10 for preventing fluid leakage. It is understood that the first sealing surface and the second sealing surface are only distinguishable from the sealing surface and are not limited to being necessarily different from the sealing surface.

[0113] Specifically, in some embodiments, when the valve plate 30 moves relative to the valve body 10 and contacts the two protrusions 11, the valve plate 30 can close the communication between the through hole 103 and the flow cavity 101; when the valve plate 30 moves relative to the valve body 10 and is spaced apart from the two protrusions 11, the valve plate 30 can open the communication between the through hole 103 and the flow cavity 101. It is understood that the two protrusions 11 have the same height along the axial direction X of the valve body 10, thus ensuring that the valve plate 30 can contact both protrusions 11 simultaneously, improving the sealing effect of the valve plate 30.

[0114] More specifically, in some embodiments, S1 ≤ 30 mm 2 Or, S2≤30mm 2 S1 is the area of ​​the first sealing surface; S2 is the area of ​​the second sealing surface.

[0115] Where S1 or S2 is greater than 30mm 2 If the contact area between the valve plate 30 and the valve body 10 is too large, it will result in a large oil adhesion force between them, leading to poor opening response of the one-way valve 100, untimely oil compensation, and consequently, abnormal fluctuations in the piston rod acceleration of the shock absorber 210, generating vibration noise. In this application, S1≤30mm 2 Or, S2≤30mm 2 This ensures a linear seal between the valve plate 30 and the protrusion 11; or, approximately a linear seal, thereby reducing the oil adhesion between the valve body 10 and the valve plate 30 while ensuring the sealing effect of the valve plate 30, improving the opening response speed of the one-way valve 100, preventing the piston of the damper 210 from colliding with the oil due to untimely oil compensation, and thus avoiding abnormal fluctuations in the piston rod acceleration of the damper 210, reducing or even eliminating vibration noise, and improving the user experience.

[0116] S1≥2mm2 It should be noted that, in some embodiments, the area S1 of the first sealing surface may be 2 mm. 2 4mm 2 6mm 2 8mm 2 10mm 2 12mm 2 14mm 2 16mm 2 18mm 2 20mm 2 22mm 2 24mm 2 26mm 2 28mm 2 and 30mm 2 Any one of the values ​​or any value between any two values.

[0117] If S1 is less than 2mm 2 If the contact area between the valve plate 30 and the protrusion 11 is too small, it will lead to excessive contact stress between the valve plate 30 and the valve body 10, causing damage to the valve plate 30 or the valve body 10 and affecting the service life of the one-way valve 100. As can be seen from the above, in some embodiments of this application, 2mm... 2 ≤S1≤30mm 2 This avoids excessive contact stress between the valve plate 30 and the valve body 10 due to an excessively small contact area, thereby reducing the possibility of contact damage to the valve plate 30 or the valve body 10 and extending the service life of the one-way valve 100. On the other hand, it can reduce the oil adhesion force between the valve body 10 and the valve plate 30, thereby improving the opening response speed of the one-way valve 100, preventing the piston of the damper 210 from colliding with the oil due to untimely oil compensation, and thus avoiding abnormal fluctuations in the acceleration of the piston rod of the damper 210, reducing or even eliminating vibration noise, and improving the user experience.

[0118] Similarly, in some embodiments of this application, S2 ≥ 2mm 2 It should be noted that, in some embodiments, the area S2 of the second sealing surface may be 2 mm. 2 4mm 2 6mm 2 8mm 2 10mm 2 12mm 2 14mm 2 16mm 2 18mm 2 20mm 2 22mm 2 24mm2 26mm 2 28mm 2 and 30mm 2 Any one of the values ​​or any value between any two values.

[0119] If S2 is less than 2mm 2 If the contact area between the valve plate 30 and the protrusion 11 is too small, it will lead to excessive contact stress between the valve plate 30 and the valve body 10, causing damage to the valve plate 30 or the valve body 10 and affecting the service life of the one-way valve 100. As can be seen from the above, in some embodiments of this application, 2mm... 2 ≤S2≤30mm 2 This avoids excessive contact stress between the valve plate 30 and the valve body 10 due to an excessively small contact area, thereby reducing the possibility of contact damage to the valve plate 30 or the valve body 10 and extending the service life of the one-way valve 100. On the other hand, it can reduce the oil adhesion force between the valve body 10 and the valve plate 30, thereby improving the opening response speed of the one-way valve 100, preventing the piston of the damper 210 from colliding with the oil due to untimely oil compensation, and thus avoiding abnormal fluctuations in the acceleration of the piston rod of the damper 210, reducing or even eliminating vibration noise, and improving the user experience.

[0120] In the one-way valve 100 of this application embodiment, the valve body 10 is provided with a protrusion 11. The cross-section of the protrusion 11 gradually decreases along the direction from the bottom wall 1011 to the valve plate 30. Therefore, compared with the cross-section of the protrusion 11 remaining unchanged along the direction from the bottom wall 1011 to the valve plate 30, the sealing surface area S between the valve plate 30 and the protrusion 11 is smaller. That is, the valve plate 30 and the protrusion 11 can be changed from a surface seal to a linear seal; or, from a surface seal to an approximately linear seal. This can reduce the oil adhesion force between the valve body 10 and the valve plate 30, improve the opening response speed of the one-way valve 100, that is, increase the speed at which the one-way valve 100 opens the through hole 103 to connect the through hole 103 with the flow chamber 101. This prevents the piston of the damper 210 from colliding with the oil due to untimely oil compensation, thereby avoiding abnormal fluctuations in the acceleration of the piston rod of the damper 210, reducing or even eliminating vibration noise, and improving the user experience.

[0121] The one-way valve 100 will be further explained below with reference to the attached drawings.

[0122] Please refer to Figures 9 and 10. In some embodiments, in the radial Y direction of the valve body 10, the first sealing surface includes a first side and a second side facing away from each other, and the second sealing surface includes a third side and a fourth side facing away from each other. The first sealing surface is closer to the center of the valve plate 30 than the second sealing surface, the first side is closer to the center of the valve plate 30 than the second side, and the third side is closer to the center of the valve plate 30 than the fourth side.

[0123] Specifically, in some embodiments, when the valve plate 30 is annular, both the first sealing surface and the second sealing surface are annular. In this case, the shape formed by the first side, the second side, the third side and the fourth side are all circular, and the radius of the circle formed by the first side is smaller than the radius of the circle formed by the second side, and the radius of the circle formed by the third side is smaller than the radius of the circle formed by the fourth side.

[0124] In some implementations, S1 = π(r2) 2 -r1 2 S2=π(r4); 2 -r3 2 );

[0125] Where r1 is the distance between the first side and the center of the valve plate 30 in the radial Y direction (i.e., the radius of the circle formed by the first side); r2 is the distance between the second side and the center of the valve plate 30 in the radial Y direction (i.e., the radius of the circle formed by the second side); r3 is the distance between the third side and the center of the valve plate 30 in the radial Y direction (i.e., the radius of the circle formed by the third side); and r4 is the distance between the fourth side and the center of the valve plate 30 in the radial Y direction (i.e., the radius of the circle formed by the fourth side).

[0126] Specifically, as can be seen from the above, the shape enclosed by the first side, the second side, the third side, and the fourth side are all circular. Therefore, the area S1 of the first sealing surface can be the difference between the area of ​​the circle enclosed by the second side and the area of ​​the circle enclosed by the first side, and the area S2 of the second sealing surface can be the difference between the area of ​​the circle enclosed by the fourth side and the area of ​​the circle enclosed by the third side.

[0127] In some implementations,

[0128] Where r1 is the distance between the first side and the center of the valve plate 30 in the radial Y direction; r2 is the distance between the second side and the center of the valve plate 30 in the radial Y direction; r3 is the distance between the third side and the center of the valve plate 30 in the radial Y direction; and r4 is the distance between the fourth side and the center of the valve plate 30 in the radial Y direction.

[0129] It should be noted that, when the relationships (r2-r1) and (r4-r3) satisfy the above formula, the contact area S between the valve plate 30 and the valve body 10 satisfies 2mm. 2 ≤S≤30mm 2This can, on the one hand, avoid excessive contact stress between valve plate 30 and valve body 10 due to insufficient contact area, reduce the possibility of contact damage to valve plate 30 or valve body 10, and extend the service life of check valve 100; on the other hand, it can reduce the oil adhesion force between valve body 10 and valve plate 30, improve the opening response speed of check valve 100, prevent the piston of damper 210 from colliding with the oil due to untimely oil compensation, avoid abnormal fluctuation of piston rod acceleration of damper 210, and reduce or even eliminate vibration noise.

[0130] Referring to Figure 9, in some embodiments, the one-way valve 100 further includes an elastic element 50, at least a portion of which is disposed in the flow chamber 101. The elastic element 50 is used to provide elastic force to the valve plate 30 in the direction from the valve plate 30 to the protrusion 11.

[0131] Specifically, in some embodiments, when the combined force exerted on the valve plate 30 by the fluid in the through hole 103 and the fluid in the flow cavity 101 is greater than the elastic force exerted on the valve plate 30 by the elastic member 50, the valve plate 30 can move relative to the valve body 10 in a direction away from the bottom wall 1011 of the flow cavity 101 to open the through hole 103. That is, the valve plate 30 can overcome the elastic force and move relative to the valve body 10 in the flow cavity 101 in a direction away from the protrusion 11 until it is spaced apart from the protrusion 11. In this case, the fluid can flow into the flow cavity through the through hole 103. In cavity 101, when the combined force exerted on valve plate 30 by the fluid in through hole 103 and fluid in flow cavity 101 is less than the elastic force exerted on valve plate 30 by elastic element 50, valve plate 30 can move relative to valve body 10 towards the bottom wall 1011 of flow cavity 101 under the action of elastic force to close through hole 103. That is, valve plate 30 can move relative to valve body 10 towards protrusion 11 in flow cavity 101 under the action of elastic force until it abuts against protrusion 11. In this case, fluid cannot flow into flow cavity 101 through through hole 103. It should be noted that in some embodiments, elastic element 50 includes, but is not limited to, compression spring, tension spring, flat spring, or torsion spring.

[0132] More specifically, referring to FIG10, in some embodiments, the valve plate 30 includes a first side 31 and a second side 33 facing away from each other, with the first side 31 of the valve plate 30 opposite to the through hole 103;

[0133] When the force on valve plate 30 satisfies the following formula, valve plate 30 opens the through hole 103:

[0134] When the force on valve plate 30 satisfies the following formula, valve plate 30 closes the through hole 103:

[0135] Wherein, P1 is the pressure on the first side 31 of the valve plate 30; P2 is the pressure on the second side 33 of the valve plate 30; r1 is the distance between the first side and the center of the valve plate 30 in the radial Y direction; r2 is the distance between the second side and the center of the valve plate 30 in the radial Y direction; r3 is the distance between the third side and the center of the valve plate 30 in the radial Y direction; r4 is the distance between the fourth side and the center of the valve plate 30 in the radial Y direction; and F1 is the elastic force.

[0136] In some embodiments, the elastic force is greater than or equal to 5N and less than or equal to 10N. That is, 5N ≤ F1 ≤ 10N. Specifically, in some embodiments, the value of F1 can be any one of 5N, 6N, 7N, 8N, 9N, and 10N, or any value between any two of these values.

[0137] If F1 is less than 5N, the elastic force generated by the elastic element 50 on the valve plate 30 is too small, and the fluid in the flow chamber 101 may flow out of the check valve 100 in the reverse direction through the through hole 103, affecting the stability and reliability of the check valve 100. If F1 is greater than 10N, the elastic force generated by the elastic element 50 on the valve plate 30 is too large, and the fluid will have difficulty flowing into the flow chamber 101 through the through hole 103. The oil compensation will not be timely, which will cause the piston of the shock absorber 210 to collide with the oil, resulting in abnormal fluctuations in the acceleration of the piston rod of the shock absorber 210, large structural vibration noise, and affecting the user's experience. In some embodiments of this application, 5N≤F1≤10N. This can, on the one hand, prevent the fluid in the flow cavity 101 from flowing out of the one-way valve 100 through the through hole 103 due to insufficient elastic force of the elastic element 50, thereby improving the stability and reliability of the one-way valve 100. On the other hand, it can prevent the fluid from flowing into the flow cavity 101 due to excessive elastic force of the elastic element 50, thus preventing the piston of the damper 210 from colliding with the oil due to untimely oil compensation. This can prevent abnormal fluctuations in the acceleration of the piston rod of the damper 210, reduce or even eliminate vibration noise, and improve the user experience.

[0138] It is understandable that at the instant the one-way valve 100 opens (i.e., the instant the valve plate 30 moves away from the protrusion 11 relative to the valve body 10), a narrow slit is formed between the valve plate 30 and the protrusion 11. At this time, the fluid around the narrow slit can flow into the interior of the narrow slit, and the fluid has a certain velocity; according to Bernoulli's principle:

[0139] Where v is the fluid flow velocity; g is the acceleration due to gravity; P is the fluid pressure in the narrow slit; and ρ is the fluid density. From the above formula, it can be seen that as the fluid flow velocity increases, the fluid pressure in the narrow slit decreases. If the size of the narrow slit is too large, the fluid pressure in the narrow slit will decrease to P3, and P2 > P3. In this case, the valve plate 30 will also be subjected to an additional adhesive force: (P2-P3)*π(r2) 2 -r1 2 )+(P2-P3)*π(r4 2 -r3 2 );

[0140] As can be seen from the above, the larger the area of ​​the first sealing surface and the second sealing surface, the greater the additional adhesive force on the valve plate 30. In the embodiment of this application, the valve plate 30 and the protrusion 11 form a linear seal or a near-linear seal. Compared with the surface seal between the valve plate 30 and the protrusion 11, the dimensions of the first sealing surface and the second sealing surface are smaller, thereby reducing the additional adhesive force on the valve plate 30 and improving the opening response speed of the one-way valve 100. That is, it increases the speed at which the one-way valve 100 opens the through hole 103 to connect the through hole 103 with the flow chamber 101, preventing the piston of the damper 210 from colliding with the oil due to untimely oil compensation. This can avoid abnormal fluctuations in the acceleration of the piston rod of the damper 210, reduce or even eliminate vibration noise, and improve the user experience.

[0141] Please refer to Figures 9 and 10. In some embodiments, the protrusion 11 includes a mating surface 111 and a peripheral surface 113. The mating surface 111 is used to mate with the valve plate 30, and the peripheral surface 113 connects the mating surface 111 and the bottom wall 1011 of the flow cavity 101. The peripheral surface 113 is a curved surface structure or an inclined surface structure. Wherein, h≥x, h is the distance between the valve plate 30 and the valve body 10 when the valve plate 30 mates with the mating surface 111, and x is the distance between the connection point between the peripheral surface 113 and the bottom wall 1011 of the flow cavity 101 and the center of the mating surface 111 in the radial direction Y of the valve body 10.

[0142] Specifically, in some embodiments, the mating surface 111 is used to mate with the first side 31 of the valve plate 30 and is configured to participate in forming a first sealing surface or a second sealing surface. The peripheral side surface 113 has a curved or inclined structure, and h ≥ x, thereby increasing the opening between the valve body 10 and the valve plate 30 at the sealing outlet. This reduces the flow velocity of the fluid flowing into the flow chamber 101, preventing excessive fluid velocity from causing unstable fluid flow, thus avoiding structural vibration and flow instability, and improving the stability and reliability of the one-way valve 100.

[0143] Please refer to Figures 9 and 11. In some embodiments, the valve body 10 is further provided with a through hole 105, which communicates with the flow chamber 101 and is used to allow fluid in the flow chamber 101 to flow out.

[0144] Specifically, in some embodiments, the through hole 105 can also be connected to the recovery chamber or the compression chamber. In this way, when fluid flows into the communication chamber through the through hole 103, the fluid can flow out from the flow chamber 101 to the recovery chamber or the compression chamber through the through hole 105, thereby realizing the fluid flow or compensation function.

[0145] It should be noted that Figure 12 is a schematic diagram of the damping force curve of the vibration damper under triangular wave displacement excitation, where the amplitude is ±24mm and the frequency is 2Hz. Specifically, the lower graph in Figure 12 shows the relationship between the piston rod displacement and time; the upper graph in Figure 12 shows the relationship between the damping force of the vibration damper and time. Figure 13 is a schematic diagram of the damping force fluctuation under different sealing surface areas. Specifically, in Figure 13(a), the sealing surface area S between the valve plate 30 and the protrusion 11 is 35mm². 2 In Figure 13(b), the sealing surface area S between the valve plate 30 and the protrusion 11 is 30 mm². 2 In Figure 13(a), the sealing surface area S between the valve plate 30 and the protrusion 11 is 25 mm². 2 .

[0146] Referring to Figures 12 and 13(a), the sealing surface area S between the valve plate 30 and the protrusion 11 is 35 mm². 2 (i.e., S1 is 35mm) 2 Or, S2 is 35mm 2 In the case of [missing information], the damping force of the shock absorber fluctuates, which will cause the piston rod to generate a large vibration acceleration, thereby generating vibration noise; referring to Figure 12, and Figure 13(b) and Figure 13(c), the sealing surface area S between the valve plate 30 and the protrusion 11 is less than or equal to 30mm. 2 (i.e., S1 is less than or equal to 30mm) 2 Or, S2 is less than or equal to 30mm 2 In this case, the damping force fluctuation of the shock absorber is small, thus avoiding large vibration acceleration of the piston rod, thereby reducing or even eliminating vibration noise and improving the user experience. Furthermore, to prevent damage to the valve body 10 or valve plate 30 due to excessively small sealing surface area causing large contact stress between them, the sealing surface area S between the valve plate 30 and the protrusion 11 should be greater than or equal to 2 mm². 2 (i.e., S1 is greater than or equal to 2mm) 2 S2 is greater than or equal to 2mm 2).

[0147] The technical features of the embodiments described above can be combined arbitrarily. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as the combination of these technical features does not contradict each other, it should be considered within the scope of this specification. Furthermore, other implementation methods can be derived from the above embodiments, allowing for structural and logical substitutions and changes without departing from the scope of this disclosure.

[0148] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A vibration damper (210), wherein, include: A housing (10), the housing (10) comprising a cylindrical body (11) and a cylinder (13) at least partially disposed inside the cylindrical body (11), the cylindrical body (11) and the cylinder (13) together forming a flow cavity (101), the cylinder (13) having a normally open hole (131); and A piston assembly (30) includes a piston (31) and a piston rod (33) connected to the piston (31). The piston (31) is movably disposed in the cylinder (13) and is used to divide the cylinder (13) into a recovery chamber (103) and a compression chamber (105). A portion of the piston rod (33) is accommodated in the recovery chamber (103). The normally open hole (131) is used to connect the restoration cavity (103) and the flow cavity (101), and the diameter D3 of the normally open hole (131) satisfies: or, The normally open hole (131) is used to connect the compression chamber (105) and the flow chamber (101), and the diameter D3 of the normally open hole (131) satisfies: Wherein, D1 is the diameter of the piston rod (33); D2 is the diameter of the piston (31); D3 is the diameter of the normally open hole (131); and n is the number of normally open holes (131).

2. The vibration damper (210) according to claim 1, wherein, The diameter D3 of the normally open hole (131) satisfies:

3. The vibration damper (210) according to claim 1 or 2, wherein, The normally open hole (131) is used to connect the restoration cavity (103) and the flow cavity (101); the average velocity u1 of the fluid flowing through the normally open hole (131) satisfies at least one of the following conditions: u1≤15m / s; Where u2 is the moving speed of the piston rod (33).

4. The vibration damper (210) according to claim 1 or 2, wherein, The normally open orifice (131) is used to connect the compression chamber (105) and the flow chamber (101); the average velocity u1 of the fluid flowing through the normally open orifice (131) satisfies at least one of the following conditions: u1≤15m / s; Where u2 is the moving speed of the piston rod (33).

5. The vibration damper (210) according to any one of claims 1-4, wherein, The turbulent kinetic energy of the fluid flowing through the normally open hole (131) is less than or equal to 20 J / kg.

6. The vibration damper (210) according to any one of claims 1-5, wherein, The normally open holes (131) include at least two, and the at least two normally open holes (131) are distributed at intervals on the cylinder body (13).

7. The vibration damper (210) according to claim 6, wherein, The number n of the normally open holes (131) satisfies: n≤8.

8. The vibration damper (210) according to claim 6 or 7, wherein, The diameter D3 of the normally open hole (131) satisfies: 4mm < D3 ≤ 8mm.

9. A suspension system (500), wherein, include: The vibration damper (210) according to any one of claims 1-8.

10. A vehicle (600), wherein, include: The suspension system (500) as claimed in claim 9.

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